Posted on September 9, 2024
At this year’s Seawork trade show in Southampton, Damen announced the further development of its Fast Crew Supplier (FCS) 3210. The company has prepared this revolutionary crew transfer vessel (CTV) to sail fully electric, with offshore and vessel-to-vessel recharging capabilities. Plus, to provide operators with the flexibility required to face future uncertainties, Damen has also prepared a methanol propulsion version.
Continual evolution
The development of Damen’s FCS range has been a story of continual evolution. It began in 2011 with the introduction of the FCS 2610 – a game changer in the crew transfer market of which almost 50 vessels were sold.
The vessel drew on a combination of Damen’s renowned Axe Bow form and a catamaran design. With this, the FCS offered minimal slamming, cutting effortlessly through the waves, ensuring comfort for those onboard and a significant reduction in fuel consumption.
In 2018, it was time for the next generation and Damen launched the now iconic FCS 2710. The increased length and tunnel height of the vessel provided a boost to seakeeping capabilities – and uptime – even further, with the vessel able to provide access in waves of up to 2 metres.
The next level
Recently, based on feedback from its clients in the crew transfer sector, Damen identified a demand for a larger vessel, particularly in the North Sea. The FCS 3210 was born.
In developing the vessel, Damen has tried to incorporate as much of the FCS 2710 as possible.
“It makes sense,” says Damen Product Manager High Speed Craft Wim Boerma. “The market has sent a clear signal that the FCS 2710 is answering its demands. The idea here is simply to maintain all the advantages of this proven vessel and take them to the next level.”
Adding comfort, cargo & uptime
From the front at least, at first glance not a lot has changed. The Twin Axe form has been preserved, keeping resistance to a minimum and cutting fuel consumption by as much as 20%. The deck layout, too, remains the same, as does the wheelhouse. Look to the aft, however, and the changes start to take shape.
“Increasing the size of the vessel offers a number of advantages,” states Wim. “For one thing, it offers additional comfort. The FCS 2710, with its distinctive Twin Axe hull is already renowned for its outstanding seakeeping capabilities. The FCS 3210 will be even better. Ultimately, by increasing the size of the vessel, we are offering additional uptime. Plus, with the additional square metres, you have extra deck space, which opens up the possibility of transporting additional cargo to offshore locations. And, of course, you can transport more people.”
Moving with the times
As demand has grown for increasingly sustainable performance in recent years, Damen’s crew transfer vessels have moved with the times. This can be seen with the first order for the FCS 3210 design. With this, Damen is currently constructing three hybrid versions of the vessel for its client Purus.
These vessels feature a hybrid setup with battery package that enable them to sail for short periods of time on zero emissions – for example when sailing in residential areas or in harbour. They are also being fitted with Damen’s in-house developed Marine NOX Reduction System. This selective catalytic reduction (SCR) system treats exhaust gases, removing a high percentage of NOX emissions and enabling compliance with IMO Tier III.
Increased flexibility
While the FCS 3210 Hybrid features the same battery capacity as the FCS 2710 Hybrid, Damen has adapted the layout of the propulsion to give additional flexibility.
“Instead of having diesel direct with the power on the gearbox, we have electrical motors directly on the propellers,” Wim explains. “And, we are working with four generator sets. The vessels will be able to sail on one, two, three or four sets, or a combination of batteries and generator sets, or just batteries.”
Future-ready with Methanol
What’s more, the increased length of the vessels once more offers benefits; the additional volume has enabled Damen to future proof the FCS 3210 Hybrids, preparing them for operations on methanol in the future. Additionally, together with Bureau Veritas, Damen prepared a class approved methanol ready notation.
“As we approach the challenges of increased sustainability and the maritime energy transition, we are doing a lot of work on alternative fuels. We expect there will not be one type of fuel replacing diesel in the future, but a mix. However, for short sea operations such as those undertaken by a crew transfer vessel, we expect methanol to play a dominant role. The additional size of the FCS 3210 enables us to provide the fuel preparation space, and the tanks so that, when the moment comes, the vessel can be quickly, and cost-effectively converted to methanol propulsion.”
At the present time, Wim explains, methanol engines are not available for the power range required of such a vessel. When they are, the preparation of the FCS 3210 for methanol means that owners will not be required to re-build or re-engineer their vessels.
“As soon as the technology is there, we are ready,” says Wim.
A step ahead
In the meantime, however, Damen has prepared the FCS 3210 to go one step further. Using an electrically driven quadruple Volvo Penta IPS system, Damen has developed a fully electric version of the FCS 3210 able to provide emissions free crew transfer services.
“Based on this concept, we can remove all of the generator sets and install batteries,” Wim states. “The vessel would be able to sail at speeds of 25 knots for 1 hour on fully electric propulsion. That is comfortable enough for it to transfer personnel to a nearshore wind park.”
The idea is for the vessel to have offshore charging capabilities. With this it would set off from shore with a full charge, sufficient to get it to its destination, where it would recharge during disembarkation before its return voyage to shore.”
This is not the first time that Damen has unveiled a fully electric offshore vessel, the electric Service Operations Vessel (SOV E) was introduced last year. Like this vessel, the fully electric FCS 3210 can connect to a suitably equipped turbine or substation offshore to recharge. It would require just a small amount of the energy generated by the wind park to provide the vessel with truly zero emissions energy.
Power sharing
The electric CTV can also, uniquely, be charged directly from a Damen CSOV, whether conventionally or electrically powered. This opens up the possibility of investing today in the technologies of the future, with the necessary charging infrastructure already in existence.
Vessel-to-vessel charging offers further advantages. For one thing, the CSOV is lower than a turbine, providing an easier connection to the CTV. Additionally, the CSOV is able to reposition itself, allowing the CTV to charge in the most suitable, sheltered locations.
Return on investment
Wim accepts that, at the present time, the costs involved in installing batteries to such a vessel does result in a rise in CAPEX. However, he says, even factoring in the unknown rise and fall of diesel and energy costs, lower OPEX will result.
“Of course, a fully electric crew transfer vessel does require increased capital expenditure. However, it’s also fair to say that it will generate a return on investment. It’s hard to predict how quickly this will take place, but considering the current prices of electricity and forthcoming costs of carbon taxation, you could expect payback within 10-15 years, comfortably within the vessel’s total lifecycle.”
Ready when you are
So, the future is coming to offshore crew transfer operations. But how quickly can we expect to see such vessels in the water?
“The technology is already in place,” Wim concludes. The charging system is ready, and we can build the boats. All we need now are orders and the fully electric FCS 3210 can be sailing within the next 2-3 years.”
